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BREATH 8l
Right Side - Wau kesha Mo d e l 19 0 -G l - GlB
left Side - Wau kesha Mod e l 19 0- G l - GlB

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Right Side - Waukesha M odel 180 -G L - GLB
Left Side - W au kesha M ode l 180-GL - G LB

4 WAUKESHA MODELS 190 , 185 , 180
CONTENTS
PAGE
DESCRIPTION 5-7
General _____________ ________ 5
Crankcase 5
Crankshaft 6
Bearings 6
Governor 6
Ignition 7
Carburetion 7
Water Pump 7
Oil Pump 7
LUBRICAT10N 8-13
Oil Quant ity 8
Oil Changes 8
Selecting Oil Viscosity
Oil Temperature Method 8
Estimated Oil Temp. 9
Additive Type Oils 9
Special Industrial Service 10
Accessory Lubrication 10
Oil Filters 10
Oil Pressure Control 11
Oiling System 11
Rocker Arms 13
COOLING SYSTEM 14-17
Anti-Freeze 14
Cooling System Capacities 14
Thermostat Removal 14
Thermostat Testi ng 15
Cleaning Cooling System 15
Commercial Cleaners 16
Cooling Fans 16
Fan Belts 16
Replacing Fan Belts 16
Air Cleaners :...___ 17
SERVICE ADJUSTMENTS 18-25
Ignition 18
PAGE
Distributor Timing 19
Magneto 20
Magneto Maintenance 21
Magneto Timing ~ - - - - - 21
Valve Clearance Adju stment 22
Resetting the Governor 22
Gasoline Carburetors 23
Carburetor Adju stments 24
Gas-Fuel Conversion 24
Volume Tanks 25
REPAIR AND OVERHAUL 26-33
Disassembly 26
Oil Pan Removal 26
Cylinder Sleeve Removal 27
Camshaft 27
Cam Followers 28
Valve and Mechanism- Repair __ 28
Compression Checks 29
Valve Mechanism ._ 29
Guides and Seats 29
Valve Gri nding 30
Hand Gri nding 30
Seat Insert Replacement - - - - - - -31-33
REASSEMBLY 34-40
Installing Cylinder Sleeves 34
Cylinder Head Gasket Crush 35
Piston Fitting 35
Bearing Ad justment 37
Side Clearances 38
Running Clearance 38
Replacing Cylinder Head 39
Flywheel Alignm ent 40
CLEARANCES AND L1MITS 41-4 5
Model 190 41
Model 185 43
Model 180 43

WAUKESHA MODELS 190, 185, 180
5
DESCRIPTION
GEN ERA L
T he Waukesha 190, 185, 180 series engines are of overhead valve, wetsleeve
construc t ion, all incorp orating the sa me gen era l design fea tures. The
190 and 185 models are six-cylinde r engines; the 180 model is a fo ur-cylinder
engine.
DDI ENSIONS
BORE AN D STROKE CYL. D ISPLACDIENT
190G L - GLB
180GL - GL B
185 G L -GLB
3.75 x -I
3.5 x 3.75
3.5 x 3.75
6
4
6
265 Cubic inches
144 Cubic inch es
216 Cubic inch es
These engines are desig ned to give exte nde d se rvice life witho ut specialize
d or unusua l mainte nance t ech niq ues. Clean oil in th e proper qu antity ;
cle an, so ft, cooling water; and r eg ular attenti on to such it ems as air cle aners ,
spark plugs, fue l st rainer s, and oil filt er s wi ll in sure continue d reliable
perform an ce.
CRANKCA SE
For maximum rigidi ty and accurate be aring al ignment, t he crankcase
and cylinder block is cast as a single unit. Bearing cr oss walls and wate r
ba ffle s are ge nerous ly fillet ed and he avy top diap hrag ms and bottom
Left Side - Cron kease, 190-GLB

6 WAUKESHA MODELS 190 , 185, 180
flanges locat e and s up port the cylinder sleeves . The slee ves are exposed
to cooling water for practically their en t ire length a nd are sealed w ith
two r ubber ring s at t he lower end an d the cy linder head g asket at the
top. 1(0 specia l tool s are need ed fo r in stallatio n or removal o f these sleeves.
CRANKSHAFT
The crankshafts used in the 190. 185 and 180 series engines a re heat
treated and p recision g round steel io rgings. These shaf ts are iully bala nced
both sta t ica lly and dynamically. T he m irror fin is hed crankpins a nd main
bearing journals are hel d to ex t re melv close tol erances t o acco m moda te
precis ion bearing s hells w it ho u t the nec essity for field fitt in g.
I t is im portant t hat t he owner be acq ua int ed with the se ve ra l types of
cra nks hafts iro m the st a ndpoin t oi orde r in g se rvice p arts. A ll crankshafts
u sed in r ecen t Model 190 oil field engines a re drilled ior pressur e lubrication
to the co nnec t ing rod lo w er end bearings. O t he r 190 series engines are
eq uip pe d w it h a metered jet luhrication syst em and incorporated oil transf er
r ecesses in the main b earing journal s but are not drilled . This is discussed
under oiling system.
A ll cra n ks hafts used in the 185 and 180 ser ies engines a re eq uippe d with
oi l transfer recesses for m et ered jet lubrica t ion. C u r re n t production Model
180 engin es em p loy counterba lanced sha its wi t h 2)i" diameter crankpins.
A very la rg e n umber of engines have, how ever , been built with a co nvent
io nal crankshaft a nd 2" diamet er crankpins. It is possible to convert an
ea rl ie r eng ine at ti me oi overhaul to a cc o m m odat e a co u nterhalanced sha ft .
b ut t h is change will probably r eq uire some minor reworkin g oi the cran k­
ca se for clearance. pl us re p lacem ent oi the con nect ing rods. pistons. id ler
gear sha ft , and the idler gear hushing s upport.
BEARIN GS
Preci sion type copper-lead m a in and connecting rod hear ings p erm it
field replacement when need ed without line horing. The flang ed u pper and
lower halv es' oi the ce nter main hearing absorbs thrust lo a ds on the 180
m od el a n d since it is al so of the
prec ision type, no specia l endplay
adj ustment s are required.
The sa me thing applies t o the
# 3 bearing s in the 185 and 190
engines. Steel-backed, bab bittlined
bushing-s s up por t both the
gear end oi the ca mshaft and the
id ler g-ear sha it . Piston pin s are
full-floating- in a diamond-bored
bronze b ushing in the connecting
rods.
GOVERNOR
A se lf -co nta ined, g earvdriven
governor is mounted within the
gear cove r and a sm a ll proj ect-
Sectional View -
Gove rno r

WAUKESHA MODELS 190, 185, 180 7
ing hou sin g . This governor is of the fa miliar two- weig ht, centrifugal ty pe,
and req ui re s no adjustment other t han establishing th e desired high idl e
speed. A screw type surge adjustment is al so provided .
IGNITION
Ignition may be with eithe r a fixed-timing. vertically or flange-mounted
magnet o. or with a di stributor and coil. \ Yith the except ion of the flangemounted
magnet o. used on Model 190 oil field eng ines and which is driven
fr om the engine gear t ra in , th e ig nition unit is drawn by a spline and key
on th e oil pump drive sha ft upper enc!' Adjustment a nd timing of these units
are discussed under D I STR IB UT O R T BIIK G. or. MAGKETO THd ING.
CARBURETION
F or use wi th gaso lin e or kerosen e, a standard diaphragm-type fuel
p ump is used and driven from an eccentric on the camshaft. Carburetors
may be for gas only, for gasoline only, or of the gas-gaso line type as
specified. Carb uretor adj ustm en ts are discussed un der a separate heading.
WATER PUMP
T h e water pump requires no special lubrication , packing or attention
du ring it s ser vice lif e. An internal seal is used in combination wi t h a unittype
ball bearing a nd p ump shaf t to provide a simple, rugged ly constructed
water pump.
Water Pump
OIL PUM P
A high-capacity, spring-loade d va ne -type pu mp. driven by a sp iral gear
fr om the ca ms haft provide s oil uncler pressure to th e lubricating syst em of
the 190. 18j a nd 180 eng ines, This pump is of \'ery simple. rugg ed constr ucti
on s ince th e only movi ng parts a re the drive sha ft a nd t wo vanes. The
oil inl et screen is sus pe nde d from the oil inlet pipe in such a manner as to
float fr eely and p ick up th e clean oil from the s urf ace of the supply in the
oil pan. In recent Model 190 oil field eng ines w ith t he main bearing oil
g rooves in both upper and lo wer in sert s, a gea r type oil pump is used .

8 WAUKESHA MODELS 190, 185, 180
OIL QUANTITY
LUBRICATION
The oil capacities of the eng ines in this series a re listed in the tabular .
data in the back of this manual. R em ember that the qua nt it ies listed are
for the oil pan. Filters or other extern al devices requiring oil will necessitate
an additional quantity. T o det ermine exactly how much additional
oi l is needed, fill the crankcase w it h the recommended quantity, r un the
engine for a few minutes, and add enoug h oil in a m easured amount to
again bring the level to F ULL on the dipstick. Once the total a mo unt has
been es tab lis hed it may all be poured in at the sa m e time on su bsequ ent
oil changes.
OIL CHANGES
The cra nkcase level sh ould be ch ecke d pnor to each day's eng ine
ope ration an d at the sa me time t he co ndit ion of the oil as rev ealed on the
bayonet gauge should b e ob served ca refully. Replace oil at any time it is
plainly diluted, broken down, thickened by s lu dg e, or otherwise deteriorated.
A good r ule is to change it every 50 hours unt il experience shows t hat
the particular oil in use wi ll remain se rviceable for a longer time. \ Vh enever
oil is changed , the filt ers m us t be serviced, If it is desired to use oil
longer than 100 hours of active duty, it is suggested t hat the lubrica tion
engineer of the oil supp lier be consulted. N ot all oils in every type of
engine will give maxim um se rvice, therefore be ca re ful to examine t h e
oi l after the first draining to det ermine whether it is standing up in ser vice.
T rial pe riods of 10 hours are sugg es ted a nd a t the end of such periods
.ma ke careful in sp ection s for sludg ing , fro thing and emulsification. Such
conditions call for more fr equent chang es or a different oil. In winter
operation, low oil temperatures (below 170 degree, F. ) are particularly
likely to cau se slu dg e formation. T emperature cont rol devices-curtains,
shutters and so on-e-sh ou ld be used if n eeded in order to ho ld the oi l
temperature around 180 degrees, F . Butane, natural g as and other fuels
not t endin g . to dilute oil may contribute m aterially to g re a te r oil life if
operating co nditions are suitable.
SELECTING OIL VISCOSITY-OIL TEMPERATURE METHOD
All ot he r thing s suc h as oi l type a n d qua lity be ing eq ua l, t h e principle
factor in choosing the p ro per oil vi scosity is the op erating te mpe rature
of the oil in the crankca se. It is this te mperat ure that establishes the
running vi sc osity of the oil ; hence, the so-calle d O IL TEMPERATURE
method of se lect ing oi l viscos ity will b e explained first.
1. Make one or more check rt111 S under actual op erating co n ditions of
speed and load. Use SA E 20/ 20 'vV oil for this test. Note the temperature
range of the oil in the crankca se by means of an accurate oi l temperature
gauge immersed in the oil.
2. Find the temperature ra.nge noted in the ab ove test in the tabulation
below. The proper oil vi scosity for these op erating conditi ons wi ll be
found directly to the right. If different kinds of se rvice cause the loads
and operating conditions to vary, re-check the oil t emperature as above

WAUKESHA MODELS 190 , 185, 180 9
an d se lect an oil of lighter or hea vier visco sity as required by the new
conditi ons .
. Oi l Opera t ing
Temperatures
210-250° F .
180-210 ° F.
to 180° F .
SA E Vi sc osity
Num be rs
30
20j 20W
lOW
, Vh ere oi ls are required for st a rt ing at low temperature, m ult i-viscosity
oi ls can be used w hich will g ive lo w enough viscos ity for start ing and st ill
provide th e p roper SA E grarl e in dicat ed in th e a bove table for the opera t ing
t emp era ture.
OIL VISCOSITY RECOMMENDATION FOR HEAVY DUTY SERVICE
Heavy du ty se r vice is considered to b e an average load excee ding on e­
ha lf max im um engine power . To det er min e t h e correct SA E g ra de of oil
select th e co r re ct SAE oil number fro m the above table af te r m easuring the
cra nkc as e oi l temperature.
LIGHT DUTY SERVICE
L ight duty ser vice is co nside re d t o be a n a verage load not ex ceeding
one -half m aximum eng ine po w er. For engines ope rat ing in light duty se r vic e
a n oil of one SA E g rade ligh ter vi sco sity th a n for hea vy duty ser vice can
be used.
ESTIMATED OIL TEMPERATURE
W hen the act ual opera t ing oil temperature is not known, a n es t im ate of
t he SA E oil g rade to u se can be made by assum ing th e oi l temperature w ill
be 130 degrees abo ve the a ir t em p erature in hea vy duty se rv ice. For example :
A t an a ir tem perature of 70° F, es t ima te d oil t em pe ra t ure wo uld b e 200 ° F.
Use SAE 20j20vV as indicated in the ab o ve table. N ote : This is only an
es ti mate, since the type of in stall ation det ermines the amount of ai r circ ulation
fo r coo ling aroun d the oil pa n . A ct ua l cra nkcase op er ating oil temperat
u res should be m ea sured w h enever po ssibl e.
OPERATING TEMPERATU RES
E ngines operated w it h low oil t empera t ures bel ow 160 dcg . F . can be
ex pect ed t o show excessive s ludg ing a nd wear. E ngin cs op er ated w it h hi g h
oil t empera tures a bove 230 deg. may expe rie nc e lacquering and ring sticking.
The undesirab le eff ects of operat in g at abnormall y lo w or h ig h t emperat
ures can b e allevia t ed to som e extent by th e u se of addit ive type oils.
ADDITIVE TYPE OILS
Practica lly a ll oil co mpanies a re ma rk eting additive t ype oils t o m eet
service r eq ui rem ents com mon t o industrial eng in e operation. T he perfo
r ma nce levels of t hese oils under eng inc opera ti ng co n dit ions a re defined
by t he foll o wi ng three military spe cifica t io ns :
M IL- L-2 104A ( F ormerly 1\:1 I L-0 -210 4) Hun w it h 0.35% su lph ur
M IL-L -2104A ( For m erly M] L-0-2104) R un wit h I % sulphur
Su perio r L ubricant (Series 2)

10 WAUKESHA MODELS 190, 185, 180
The I n tern al Co mb us t ion E ng ine I nst it ute, 201 N ort h W ell s St re et,
Chicago 6, Ill inois, has pub lish ed a list of oil brand names represented by
. t heir suppliers as m eet in g th e a bove se rvice requ irem ent s. · This list indi
cates the three mi litary spec ificat ions as type s A, 13, and C, respective ly .
(T h is is in no way related to the Waukesha Motor Co mpany's visc osit y
class ification o f eng ine models by E ng ine Class A , B, and C.)
For avera g e heavy du ty industri al service Wauk esh a Motor Company
recommen ds t he usc of type A oils for bot h di esel and car buretor t yp e eng ines.
F or severe service, resu lti ng from extre mely h igh or low op eratin g temperatures,
or for high su lphur fue ls (above 0.5% for diesel fu el ), or fo r ope rat ing
co n dit ions giving ex cess ive pi ston ring co king, Type 13 oils a re recommended.
Type C oi ls should be co nsidered on ly for t he most unusual operating condi
ti ons and after co ns u lt ing t he W aukesha M otor Co mpa ny.
MINIMUM VISCOSITY
T he oil te m pe ra t ure cha rt is arrang ed on the basis of providing a m 1111­
mum viscos it y for eac h cla ss of eng ine throug hout th e ope rating temperature
range. T he minim um sta n da rd Saybo lt visc osit ies are 54, 62, a nd 72
for engine Class A, 13, a nd C, resp ectivel y.
SPECIAL INDUSTRIAL SERVICES
Extra precautions are necessa ry to in sure ad eq ua te lubri ca t ion of in dust
rial engines t hat m ust be started after I011g periods at rest or after standing
in a co ld p lace . They sho uld be fille d w ith fre sh wa rm oil a nd r un idle fo r a
few minutes to permit the lubrication system to fill and ensure oil reach ing
all pa rts of t he engine.
ACCESSORY LUBRICATION
M agneto or di st ributor ignition units re quire no spe cial lubricat ion.
Occas ional application of a very sm all qua nt it y of lig ht oil or petroleum
jell y to t he breaker cam wi ll be helpful in red ucing wear on the breaker
point ca m sho e.
O ther a~c e s sories su ch as ge ne ra to rs, and star te rs sho u ld be lub ricated
in accordanc e with their manufacturer's recommendati on s. Ordinarily , a
drop or t wo of light engine oil in t he oil cups is ad equ ate for long pe riod s
of operation. Over-o iling is usua lly ha rm ful to electrica l devices.
OIL FILTERS
A lt hough som e variations may appear in the oi l-filter in stallations used
on t h ese engine s, the same g en eral principl es of maintenance apply to most
of t he m . I n all cases the manufa cturer 's recommendations ac compa nyin g
the filter, or the inst ruction la bel app lied to the side of the filt er should be
followed carefully. The filt ers so metimes s upplied w it h the engine as it
lea ves t he fac tory a re re p laced as compl ete units by u nscrew in g t he can-like
ca rtridges fro m t he base mounting on t he engine .
When a filter is provi de d with a p rop erly fu nctioning by -pass va lve ,
th e bl ocking off of the filt er by dirt w ill no t sta rve th e engine of oi l ; on t he
other ha nd, dirt like that blocki ng t he filt er is t he n p ro ba bly passing through
the bea ring s.

WAUKESHA MODElS 190, 185, 180 11
Because of the abo ve possibility , th e recommendation s for filt er ch ang es
coincide w ith re commendations for oil change. If the oil shows evidence of
sludge formation or improper filt er op era t io n, it should be cha ngeel and t he
filter ele m ent as w ell. A lso a che ck shou ld b e made t o see that t he oil a nd
water temperatures a re within the desi red rang e.
If ex perie nce in dicates th e practica bility of running lubri cating oil for
maximum p er iods bet w een ch an g es. t he n t he filt er s may be co nsidered as
sa tis fac tory for this period of operat io n. Tn a ll cases t he filter ele me nts shou ld
be cha ng ed at t he time of oil cha nge.
OIL PRESSURE CO NTROL
U nde r a ll no rmal condition s th e van e or gea r typ e oil pump w ill provi de
adequ a t e oil pressure . In th ose cn gines using t h e va ne type pump, 25-30 Lbs.
is the no rmal running pressure. In Mod el 190 oil fi eld eng ines using full ­
g roove bearings with t he g ear type pump an d t he st ifTcr relief valve spring ,
40 Lbs. oil pressure is norm a l. The oil press ure g a uge should be no ted imm
ed ia t ely u po n starting t he cnginc and shou ld in dicate pressure w it h in at
least 30 seconds, A ho t eng inc will norm ally have a lo w p ressure at idle
speeds . A cold en g ine normally sho ws a high oil pressure until warmed up.
If, wit h th e proper g rade o f oil and the eng ine warmeel up and running at
normal govern ed speed, th e oil p ressure is unusually hig h or low, the followin
g co r rect ive measures may be tricd :
1. Clean t he re lief valve, spring, se a t, and passa g e of dirt a nd ca rbon.
2. Check oil temperature, and co ndit ion of oil.
3. If the reli ef va lve sp ring and th e oil are in good co ndit ion, be sure to
ch eck t he pressure g auge a nd it s co nnect ions before going furt her.
4. A co m mon source of lo w oil pressure is clog g in g of t he oil pump intake
sc reen w ith sludg e a nd ca rbo n . R em o ve such dep osi ts w it h lacquer thinner
or ot her so lve nt.
S. U nusual looseness, g roo ving o r damag e to the main bea ring s o r oil
pu mp w ill a lso ca use lo w oil pressure. S uch co ndit io ns ca ll for re p lace me nt
of wo r n parts.
6. Occasio na lly it may be desirable to inc rease th e relief va lve spring t en sio n
by in sert ing one or t wo washer's behind it.
7, Use of full circ ular g ro O\'cd bcari ng s in t he 190 cn gines in con ju nct io n
wit h t he van e type oil pum p is not rccommcn dcd a nd may ca use lo w oil
p ressure.
OILI NG SYSTEM
The o iling sys t em em ploycd o n th e Mod el 190 oil fi eld engines provides
full oil press ure to th e cra nksha ft hcaring s a nd rods. th cn m et cring this oil
s upply throu gh sma ll pockets in th e cra nk journals t o th e accesso ry gears
a nd va lve m echanism.
O il ente rs th e va ne or gear pu m p t hrough th e floa ting oil screen which
p icks up from th e cleaner upper surface of the oil supply . Leaving the

12 WAUKESHA MODELS 190, 185 , 180
Sectional View -
Va ne Type Oil Pump
pressure side of t he pump va ne. the oi l passes up ward through a pa ssage in
the p ump support a nd is fo rced into th e main oil galle ry extending t he len gth
of th e right side of the eng ine .
Metered Jet Lubrication Schematic
At t he fro nt of t he gallery (gcarcov
er end ) a pressu re relief va lve
of th e non-adjustable type prev ents
exc essive pressure build-u p. Drilled
pa ssages co n duc t t he oi l from the
gallery to t he main bearing s. T h e
fran t a nd rear main bea ring cra nkshaft
journals are provided with
small po cke ts w h ich a re so aligned
as to index with t he in coming oi l
passag e a nd bridg e across the journal
to an outgoin g oil pa ssage. This
happens for a brief portion of each
revolut ion of th e shaft. Thus, th e
pressure oil is fed across to a second
oil pa ssa g e in a metere d vo lum e
for distri bution to ot her locations
descr ib ed below .
O il leaving t he fron t main bearin
g through th e passage syste m
described above is co nducte d in
part to a small jet just above the
ca m sha ft drive g ea r. This oil flood s
t he m eshing surf aces of the cra nksha
ft g ear, ca m g ea r, and governor
drive g ear. Part of this oil al so
lubricates the governor shaft bush ­
ing vi a a drill ed connecting passage.
A bran ch of t hi s pa ssa g e is
blanked off at a loca t ion for an
id ler g ear.
A m et ered jet lubrication sys te m
is used in ot he r 190, 180 and 185

series eng ine s - oi l from the intermediate
m ain he aring m e t ering
slots is co nd ucted to t he second
g alle ry ex te nding th e lengt h of t he
eng ine . This gallery has sm all jet s
located dir ectly above the oil hol es
in t he upper flanks of the co n ne cting
rod bea ring s whe n the co n­
necting rods a re in the prop er
posit ion to receive lubrication . T he
out let s, or je ts, meter t h e correct
am ount of oil into eac h of the rod
bea rin g s. Because of the met ering
effect of both th e ro ta t ing crank ­
sh aft a nd t he jet s. oil supply to the
co nnect ing rod bea ring s and cy linder
walls is not aff ect ed by w ea r
of t he rod bearings as may occur
whe n fu ll pressure is used to these
parts.
WAUKESHA MODELS 190, 18 5 , 180 13
o
Schema tic - O il Pa ssages in
Front of Cro n kca se
Oi l lea ving t he o ut let ho le of t he rear main bearing eac h time t he p ock et s
in th e crank journal index. passe s up wa rd t hrou gh dri lled passag es in the
. cra nkcase a nd cy linder head to a tube fitt in g on th e head. From this fit ti ng
oil passes to the hollow rocker ar m sha ft and t hen t o eac h rock er arm in
t urn to p ro vide co nt ro lled o iling of t he rockers, va lv es, an d g u ides.
A fter lubricating t he ro cker a nd valve m echa nism t he oil feeds ba ck
by g ravity to th e space a round th e push ro ds an d on clo w n to th e tappet
compartment where it is co lle ct ed in a la rg e g a lle ry located just above t he
camshaft. Drilled ho les met er t he oil a nd permit it to flow downward a nd
supply the cam jo urn al with oil.
ROCKER ARMS
R ecent produ ction eng ines o f t he model 180. 185 an d 190 se ries a re b u ilt
wit h rocker a r ms incorpora t ing oil
~ J "
ho les off set 30° from the former
~
. ~
vertical po sit ion as sho wn in the
accompany ing illu s t r a t ion. N o
• 1
ch a nge wa s mad e in t he ro ck er
arm sha ft.
Se rv ice rocker arm s will also
change t o t he la test type and atte
ntion is ca lle d to the fact that
although t he two rocker arm types
can be in tercha ng ed in complet e
sets on a ny eng ine, th e old a nd
the ne w t ypes sho uld n ev er he
m ix ed to gether a nd used on th e
...
sa me engine . A ttempts to use both
ROCKER ARM OIL HOLE
types of ro ckers on t he same engine

14 WAUKESHA MODELS 190 , 185, 180
w ill serio us ly disturb t h e lu brica t ion. ln addi tion, th e olde r type rocker wa s
lubrica ted throu gh a pressu re lin e fitt ing wi th a re lief ho le. If a chang e­
over to a set of ne w rocker arms is mad e, the rclicved fitting sho uld be
replaced with a sta ndard undrilled fitting.
I dentification of the t w o rocker designs is readi ly made by the st raightt
hrough drilling of the oil pa ssag e through the bush ing in the ea rl ier ro cker.
If no bushing is in the rocker, it will be possible to make id entificat ion by
inspecting for t he short ra dial groov e exten ding from th e t op oil hole around
the in ner bore for 45° in t he new ro ckers.
COOLI NG SYSTEM
U nder normal co n dit ions, th e heat sen sit ive t hermostat in the water
o ut let w ill maintain t empera t urcs within the desir ed limi ts o f 170° t o 180° F .
D uring co ld w eather it may be necessary to cover part of t he ra diator arca
t o hold t hese lim it s and pre ven t co nde ns at ion and engin e w ear. Use clean,
soft wat er on ly.
ANTI-FREEZE
W hen adding anti-freeze, mea sure the capacity of the entire cooling
system; then add an ti-f rceze on a percenta g c basis ac cordin g to the low est
anti cipated tem perat ure. The follo wing tabl e may be used for calcula t ing
the amou nt of anti -freeze needed.
Radi at or F reezes at
Pure Mcthyl Denatured \ \f ood Ethyle ne Glycol
Glycer inc D eg rcc s
W ood Alco ho l Alcoho l (..Prcston c" )
( G.P. A.) F. C.
13% 17% 16% 37% + 20 - 7
20% 26% 25% 55% + 10 - 12
27% 34% 33% 70% 0 - 18
32% 40% 39% 81% - 10 -23
37% 46% 44% 92% -20 - 29
40% 53% 48% 100% - 30 - 35
To prevent rust w he n usi ng st raig ht a lcohol a nd water solut ions . a nd
when using water alo ne, add one o unce of soluble oil for cvc ry gallon of
coo la n t in the sys tem.
COOLING SYSTEM CAPA CITIES
Bare Enginc
190 93/z qt s,
185 9;4 qt s.
180 6 y.4 qt s.
P eriodi c additio n s o f a nt i-frcczc
evaporation. Use a hydrom eter type
is strong enough.
Standard U ni t
with Radiator
19 3/z qt s.
19;4 qts.
163/z qts.
wi ll be re qu irc d t o co m pe nsa te for
tcst g auge t o be sure the solution
THERMOSTAT REMOVAL
Thermostats se ldo m need replac ement in service but checking about
twice each ye a r is good practi ce. T o remove t he t hermostat, first re move

W AUKESHA MODELS 190, 185, 180 15
the small hou sing at t he forward end of the engine head. If the radiator
hose shows signs of breaking or det eriora tion when flex ed to remove the
ho using, re place it. When re-assembling the t hermostat on hou sing , be sure
a new gas ke t is used be tween t he head and t he ho using.
THERMOSTAT TESTING
T hermo stats should be test ed in hot water for proper ope ning . A bucket
or other container should be filled with sufficient water to co ver the thermostats
and fitted with a good qua lity t hermometer sus pe nde d in the water
so t hat the sens itive porti on does not rest dir ectl y on the bucket bottom
or side. A stove or torch is used to bring the water to a heat range of 160°F.
while the t hermostat is subm erg ed in the water. Stir the water for ev en
heating. As the t emperature
pa sse s the 160 ° -165° range, the
t hermostat should start to open
and sho uld be complet ely ope n
wh en the temperature re ac he s
185° -190° F . Lift ing the thermos
ta t into t he colder t emperature
of the surrounding air should ~
ca use a prono unced closing action
and th e unit should clo se entirely
.within a short time.
CLEANIN G COOLING SYSTEM
When clea n, soft wate r is used
as a co olant, and w hen the
prop er inhibi tors and anti -freeze
solut ions are used, radiator and
cooling p a s s a g e accum ulation s
will not be excessive . Abo ut once
each year, however , the engine
wi ll benefit if t he cooling system
is cleaned of sludge and
se dime nt. A washi ng soda solution'
w ill ordinarily do t h is job
sat isfactorily. To clean t he cooling
sys te m . . .
1. Drain syst em and m ea su re water volume.
2. Replace half of m ea su red volu me with fre sh water.
Te sting Thermos ta t
3. Boil other ha lf of volume and 'add washing soda until no mo re will
dissol ve.
4. Add hot soda solution to cooling sys tem (fill up ) .
. 5. Operate eng ine normally for 24 ho urs.
6. Drain, flush , refil l with clean water to which a soluble oi l has been
added in a proportion of 1 ounce per g~ ll o n of water.

16 WAUKESHA M O DELS 190, 185, 180
COMMERCIAL CLEANERS
It is reco gnized t hat a nu m ber of excelle nt commercial cooling sys t em
cle aners are a vailable. T he ~WAU K ES H A MOTOR COM PAN Y suggests,
how ever, that an ope ra tor co n side ring the use of suc h a clea ner first investig
ate it s possible reacti on w it h t he coppe r a nd bron ze parts in the eng ine . If
such a cleane r is used, fo llo w the manufac t u re r 's recommendation s carefully.
COOLING FANS
A bo ut the on ly maintena nc e work en counte re d in connection with cooling
fa ns w ill be the occasional straig hten ing of a blade damag ed in some
manner and the rep lac ement of fan be lt s. In t he ca se of slight ly be nt
blades, it is im portant to remember that inaccurate bl a de a lignment can
ca use co nsi derab le rough ne ss and vibra t ion as w ell as inefficient cooling
a nd bea ring wear. H ence, ben t blad es sh ould b e brou ght into track, adj usted
to the sa m e ang le as the ot he r bl ades, and examin ed for security of the hub
attachment and po ssi ble cra cks in the spide r area.
FAN BELTS
P eriodi c replacem ent of fan be lts is good insu rance against damaged
radi ators a nd inopportun e shut do wns. Provision has been made to re duce
the st re tch b e t w e e n t he fan pulley a nd t he drive pulley on th e eng
ine a nd this adjus t m ent should
b e used to in st all the belt. Attempting
to force t he belt over
the pu lley while it is under t ension
is almost certa in to da mag e
t h e belt . A lso , if t he engine is to
be shut down for ex te nded per iods,
fa n belt ten si on sho u ld b e relieved .
Belts st re tched t ight, but w it hout
th e working act ion of normal use,
w ill deter iorate.
Fan Belt Ten sion A dju stmen t
REPLACING FAN BELTS
The fa n dri ve pulley s used on
th ese engines a re of the movable
flang e type. By increasing t he distan
ce bet ween t h e p ulley flang es
the belt is permitted to slip deep er
into the "\T" and t hus loses it s
t en sion enough to be re moved or
in stall ed.
1. L oo sen the lock nut on the
mo va ble fla ng e.
2. Slip t he outside flan g e aroun d
on the inn er hub so tha t t his
space bet w een t he flang e is in ­
creased. It may b e necessary to

WAUKESHA MODELS 190, 185, 180 17
tap the flan g e slightly or use a dr ift to turn it . Badly st uck flang-es may be
freed w it h pe ne trating oil.
.3. R emove t he old be lt , in stall the new bel t, a nd re-tighte n the pu lley
flan g es u ntil the belt shows a reasonable t en si on. A be lt m ust never be
so ti ght as to feel taut a nd stiff when flex ed side ways man ua lly. When
gripped with the t h umb and forefinger m id-way between t h e two
pulley s, the belt sho uld permit flexi ng about :).4" .
AIR
CLEA N ERS
With t h e exception of adequate supplies of clean oil an d wate r probably
no other si ngle service it em co nt ributes so much to engine life as a
properly working air cleane r. This is part ic ularly true under industria l
and agric ult ural ope rating co n dit ions, but surp rising amount s of ab rasive
dirt a re present in mo st atmospheres. W hen carrie d in to the engin e t hrough
the ca rb ureto r, such abras ives rapidly wear away cylinder w alls, valve stems
bearing s an d ot he r working part s.
Althou gh various ins tallat ions wi ll have diff erenc es in air cleaner
types and arrange ments, it is important for the operator to realize that
t he co mmon purpose of a ll ai r cleaners is to collect dir t a nd grit. Thus
t he cleaner it se lf must b e cleaned as ofte n as dirt accumula t ions start to
build up . Sometimes this m ay b e several times each day if co n ditions are
especially bad.
Follow the di rections attached to the cleaner if any are presen t. If no
directions are visible, examine t h e cleaner t o de termine whether it is an
oil bat h type or not. Oi l ba t h cleaner s have an oil reservoir in which
t he di rt is trapped as a thick sludg e. Wip e or wash out suc h accu mula t ions
and replen ish the reservoir to t he in dicated level with clean eng ine. oil.
Both oil bath and sc reen type cleaners have a metal mesh or wool thru
which the air pa sse s. O rdina ril y the un it co ntain ing t hi s material should
be washed clean in solvent, allowed to drain ; t hen di pped in lig ht oil and
allowed to drain again at each cleaning. T h e above in structions are for
gaso line or gas engines only, not for Diesels .

18 WAUKESHA MODELS 190, 185 , 1'80
SERVI CE ADJUSTMENTS
IGN ITION
The eng in es III this se ries m ay b e equippe d w it h eit her batter y or
magneto ig nition. R egardless of the type of ignition employed, top engine
performance dep ends on each unit in the igniti on system being properl y
adjusted and in good conditi on .
T he fo llowing tabulation w ill be fo und usef ul when checking' through
the ignition system . DO NOT SLIGH T M I NOR POIN T S, THEY A R E
ALL IMPORTANT.
Spark Plugs
Ch eck for correct he at ra nge in pl ug manufacturer's ch art. Examin e
for cracked porcelain, lea kag e, burned elec trodes, dep osits on center
in sulator, correct ga p, good wash ers and clean threads an d se at ing
surface. Remember, a plug may appear sat isfactory and still mi s-fire.
L ead W ire s
Ch eck for sound, unb urn ed, in sulation wi t hout cracks, brea ks or oil
contamination. T erminals at ea ch end sho uld se at firmly on clean, uncor
roded contacts.
Distributor Cap
Ch eck for se cure seat ing, paint or hairline crac ks. Use fine san d­
paper , not emery ; clean exterior and inte rior fr ee from oil, grime.
powdered metal. Clean co rrosion from terminal socke ts.
Distributor Rotor
Check for cleanliness, fir m se at ing, sh iny center contact arm co n­
tact not ero de d short nor striking cap co ntact lu g s.
Breaker Points
Ch eck for wear on fiber ca m fo llo w er ; secure mount in g ; tight, clean,
w ell-ins ulate d low-t ension wi re; spring breaker conditi on ; point contacts
meeting squa rely an d no t excessively pitted; point moveme nt (ga p)
.0l 8' ~ - .020fl.
Condenser
Check for s ecure g ro un d
g rease, w ire co nnection so lid.
to br ea k er case, freedom from oi l and
T ry new co n de nser if in doubt.
Breaker Housing
Check fo r interior cleanlin ess, freedom from oil and grease, m ovement
of ce ntrifugal advance sy stem without looseness or slack in parts .
Distributor Sh aft
T est manually at breaker ca m for excess iv e bushing clearance.
(W obble)
Timing
Use simple light circu it across points t o es tab lis h correct point
op en ing wi th fly wheel marks.
Coil
1£ a co il is suspecte d as defect ive, test by re placing with one known
to be good .

WAUKESHA MODELS 190 , 185 , 180 19
DISTRIBUTOR TIMING
T he break er point clearance mu st al way s be adj usted to t he proper
.018" to .020" before t im ing the distributor. A lt hough points do no t have
to b e absolutely fr ee of pits a nd g rey oxide in order to perform sa t is­
fac tori ly, badly cratered and b urned points shou ld be replaced.
ro ughness may be cleane d up partia lly with a point file or stone.
use abrasi ve paper.
Use a dial indicator or fee ler
gauge to adjust point clea rance.
A s show n in the accompanying
illust rati on, ho wever, a fee ler
gaug e meas ures bet ween the high
spots only. When a distributor
is so badly wo rn that the rotor
shaft is no long er held cen ter ed
in it s bushing , it is impossible
to adj ust po ints a nd t im ing accurately.
Clearances are adjuste d
in t he conven tional manner by
turning the eccent ric screw loca t­
ing the fixed point. Do not forg
et to re -tighte n t he fixed point
clamp sc re w afte r adj usting.
When the breaker point clea r­
ance is accurate ly adjust ed , the flywheel
s hould be t u rned to the
D IST position on the co mpression
st ro ke for # 1 cy linder. This m ay
be determined by bringing the fire
mark on th e flywheel to t he center
of t he t im ing ho le in the fly w heel
housing . At th e same t im e make
sure that bot h valves on number
on e cy linder a re closed, or remove
number one spa rk plu g and
feel the co mpression w ith the
thumb.
Setting Distributor
Point Clearance .
Slight
Never
The exact timing of t he spa rk depends on the actual breakage of elec ­
trical co n tact ac ross the points. H en ce, checking fo r th e apparent me chanical
se pa ration wit h feeler stock, ce llo phane, a n d so on is apt to be mi sleading
depending on the co nd ition o f the points and the skill of the operator. T o
assure ac curate timing, make up a sim ple light circuit consisting of an
automotive light bulb with solde red-on leads or a socke t with lead wi res
attached. Clip or wed ge on e lea d to the un grou nded side of the start ing
battery, a nd attach t he other lead to the p rim a ry wi re con nec t ion at the
side of the di stributor.
With the above installation, if the bulb is lit the points a re clo sed
and the distributor sho uld be shifted slight ly to det ermine the point of

20 WAUKESHA MODElS 190, 185 , 180
opemng where the light just goes out. The distribu to r clamp may now
b e tightened a nd the flywheel turned ba ckwards a bout a quarter of a
revolution a nd then brought forward to wa rds the ti ming mark on the flywheel
as before. The lig ht shou ld just go out as th e DlST mark on t he
fly w h eel ce nters in the flywhee l hou sing opening. '
Si nce the eng in e is se t fo r num ber one cylinder firing, in stall t he dist
r ibut or cap and s ta rt in stalling the spa rk p lug wires w it h number one in
t he hol e to w hich the rotor po ints a n d working clockwise around the cap.
I t is best to in stall a wire a t the di stributor, and then wi thout in stalling
any more, fo llow up that wi re a n d se cure it to the proper spa rk plug in
firing order. T ake each in turn t o a void co n fusion. Note: If the oil p um p
has been rem o ved, reins t a ll it so the distributor or magneto drive key way
is aligned as sho w n in the accorn ­
panying illustration.
Minor se rv ic ing of the m agneto
is confined to cleanin g , replacem
ent a nd adjustment of the
breaker points. More ex tens ive repair
and overha ul operations re-
-e-
Comp ression
Strc ke # 1
Both
Val ve s
~~!Q:- C1 o s e d
. 'B ~
' " , 0 ,
•
Distrib utor Point
Clearance Corred ;
Points just Op en ing
FIN AL TIM ING
Rola te Distrib utor
as nee de d 10 find
ex e c! poin t op e ning
position where light
goes cct. Do no t li me
on wron g slope of com.
Steps in Timing Ig nitio n
MAGNETO
T he vcrtically or flang e-m ounted
magnetos used on this cng ine series
arc a ll s im ila r wi t h r ega r d to
ro utine in sta llat io n and main ­
tenance. I na smuch, howev er, as
differcn t engi ne sp ee ds require different
ignition timing. th e impulse
co uplings a re set for co rrespondin
gl y differ ent lag angles. This is
done to protect the pe rson sta rt ing
t he engine aga inst injury from
kick hack. \ Vhcn r ep la cin g magnctos,
th erefore, the new mag'ncto
sho u ld hear t he sa me lag anglc
designation as the o rigina l.
The impulse coupling makes
sta r t ing ea sier a nd preven ts dangerous
kickback by sna pping the
m agnct o ro to r ra pidl y fo r a ho tter
spark and a t the sa m e t im e retardin
g ignition until the pi ston is
well past top ce nter . At a ll normal
engine spe eds the impulse
coupling is a uto ma t ica lly di seng
aged and in no way effec ts engine
performance.

quire sp ecia lize d trammg a n d
equipment and shou ld therefore
be m ade only at authorized overha
ul agencies.
MAGNETO
MAINTENANCE
WAUKESHA MODELS 190, 185, 180 21
From t h e mainte nance standpoint,
most of the principles app
ly ing t o di stributors can be
applied to magnetos. Clea nliness,
fre ed om from dirt, grea se and
burning and so on, are equally
importa nt. P oint clearance a d-
Distributo r and Magneto Drive Keyway
justment to .0 14"-.016" is accomplished in the sa me manner as with the
dist ributor.
The cam lubricat ing felt w ick should be re-lubricated at intervals with
a sm all quantity of S A E 50 or 60 oi l. Avoid ove r-lubricat ion.
MAGNETO TIMING
The magneto timing procedure foll ows ver y close ly the ste ps g ive n for
timing the di stributor. The engine must be turned over until the " M AG"
mark is ce nte re d in the timing hol e
and nu mber on e piston is approa ch ­
ing top ce nte r, co mpre ssio n st roke .
This is the point at w hich firin g
oc curs when t he eng ine is r un ning
and the impulse coupling has disengaged.
H en ce, this is al so t he
point at which th e breaker co ne
tacts must ju st begin to se parate
when th e magneto is ro tated in
th e dir ection indicated by the
a r row on the name-pl a te.
When the impulse co upling is
engaged, as it is when start ing to
t ime the magnet o, it m ust b e di s­
eng age d in order not to incorporate
it s lag ang le in the timing
pro cedure. The eas ies t way to do
th is is to turn the magnet o impulse
coupling back wards as n eeded to Magneto - Cove r Removed
ali gn the ro tor tip with t he terminal co nnect ing to number one spark
plug. R everse rotation automatically di sengag es the impulse unit. With
the breaker point co ver op en, it wi ll be se en that the points just close as
the ro to r lines up w it h the terminal. R otate the impulse coupling very
slig ht ly in t he opposite (nor m al) direction eno ugh to just ope n t he points.

22 WAUKESHA MODELS 190, 185, 180
hold the rotor from further turning, and in sert the magneto drive in the
eng ine so the key engages. U n less the oil pump ha s been removed and
improp erly re-installed , the rotor will be opposite th e marke d # 1 terminal.
Final timing is done a fter th e clam p sc rews are almos t tight. Here,
either a timing light or ce llopha ne may be used t o de te r m ine t he ex act
location w here the points op en. ] f cellophan e is used, be ex t re m ely careful
that a t iny fr agment do es not tcar away and rem a in between the points.
If a timing light is used , am pl e current will b e availab le from a fe w flash ­
light cell s. Cl ip one side of the circ u it t o the breaker points and t he ot her
side to the magnet o hou sing for a g ro u nd. If excessive voltag e is used for
such a timing light, t wo things may happen . First, by g ro un ding back
through the prima ry coil, which has too much resistance to permit passage
of a s mall voltag e, erronco us results w ill be obtained . Secondly, passag c of
cur re nt through th c primary wires may ca u se weakening of t he magneto.
Which ev er method is used to det erminc point op ening , t he remaining
stc ps a rc thc sa m e. With th e eng ine in firing po sition, tap th e magneto
with the hand enoug h to ro ta tc it on the mounting flan g e. With careful
tapping , one direction or another as n eed ed , the ex ac t point opening position
is readily det ermined and th e mounting screws may be given their final
t en sion. R eplace the breaker cover .
VALVE CLEARANCE ADJUSTMEN T
Accurate valve clearance se t t ings materiall y prolong eng ine life and
aid perf ormance. In addition to impairing performanc e, excessive clea r­
a nc es are detrimental to ca ms and tappet s as well as the rest of t he va lve
m echa nism. O n the other ha nd, when clea rances are too low, ti m ing is
again disturbed and t h e possibility of burned va lves becom es much g rea ter.
Valve clearances specified in th e tables of clearanc es a n d on t he eng ine
namepl ates a re for room temperat ures . . . NOT FOR H O T ENGI NES.
When checking cl ea rances or timing, t h e ro cker arms must be con-
. tact ing t he valve tips eve nly a nd not be holl ow. When t he rocker arm
to va lve t ip surfaces are wo r n holl ow, it is impossibl e t o ma ke an accura te
check w it h a fee lcr g a ugc. Neve r a tt emp t to adjust valve cleara nces without
loosen ing th e a djus t ing scre w lock nu t and retighteni ng it when corn ­
p let ed.
W hen ev er the rocker co ve rs a re rem oved , the valv e and spring m echanism
should be ex a m in ed for evidence of in adequate lubrication due t o slu dging
or p lugg ed oil lilies. E xcessi ve slu dg e in the rocker a r m area is an
indication of too low oil op era t ing t emperatures, poor filt ering ac t ion, or
a n oil t ha t breaks do wn and is unsuited for the operat ion in vol ved .
RESETTING THE GOVERNOR
If it should be n ecessary to dismantle the governor a t a ny time for
othe r adjust m ents, carefu lly mark th e governor parts before they are removed
so t hat t he y w ill be reassembled w it h t he same adj ustment a nd in
t he same p laces from which th ey w ere removed. Most im portant , make
sure that t he operat ing linkage a nd th e adj usting nu ts are accurately as-

WAUKESHA MODELS 190, 185, 180 23
sembled exactly as before to prev ent improper positioning of the butt erfly
valve. A lso, be sure the lock nuts are in p lace and secu rely tightened to
preven t change in the len gth of any of the linkag e. Not ice ca re fu lly, and
'ma rk, the po sition of the butterfly valve so that it goes back exactly as
before. If th ese precautions a re followed, the governor shou ld op erate
exactly as b efore whe n it is again put into ser vice provi ded the tension of
the governor spring and the lengt h of the operating ro ds ha ve not been
changed. Variation fr om the prop er speed ca n be correct ed by adjusting the
ten si on of t he regulating sp ring . In creasing the t en sion in creases the maximum
speed, a nd decr ea sing the ten sion decreases the maximum spe ed.
GASOLINE
CARBURETORS
Ca r bur tors should not be adjusted, interchanged , or rep laced indiscrim
ina tely . They are identified by stam ped tags rivet ed to t he float bowl
cover, and when ordering parts or replacem ent ca r bure tors always g ive
all t he infor m ati on on th e tag plus the eng in e se rial a nd specification
number.
Ca rbure tor ser vice con sis ts la rg ely of maintaining the fue l supp ly in
a clea n condition, m akin g p roper ad jus tments at ra re inter va ls. and leaving
t he carburetor a lon e wh en no sp ecific attention is need ed . More carburet
ors a re ru in ed by tampe ring than by hard ser vice.
When it becomes ne cessary to perform major cleaning and service
ope ra ti ons, t he ca rbure to r manufact urer's special bulletin for the unit at
hand sho u ld be followed wi t hou t deviation .
I
CHOKE
BACK-SUCTION
ECONOMIZER
Sectio na l Vie w -
Gasol ine Carbure tor

24 WAUKESHA MODELS 190, 185, 180
CARBURETOR ADJUSTMENTS
T he throttle stop screw should be screwed in (clockwise) against the
stop to hold the throttle just slightly open. Adju st the throttle stop screw
to obtain the desir ed low idling speed of the engine.
Adjust the idling adjusting screw to obtain smooth idl ing when engine
ha s become thoroughly warm ed up. Turning the scre w in (clockwise) cuts
off air, making the idling mixture richer; w hile turning it ou t (anti-clockwi
se) admits more air, making the mixture leaner.
If it becomes necessary to t ur n the screw in to less then 0 turn off the
seat to obtain good idling of the engine, it would indicate either an air leak
or a re striction in the flow of fue l for id ling. Look for air leaks at t he
manifold flange; at carburetor throttle body to intake gasket, and at
carburetor bowl to cov er gasket, du e to loo sened as sembly screws or da m­
aged gaskets. A badly worn throttle shaft wi ll produce sufficient air leakage
to affect the idling mixture.
Dirt or other foreign matter in the idling jet calibration wi ll restrict
the flow of fuel for id ling and affect the mixture. If the idling jet becomes
completely clogged, it w ill be impossible to run the engine at idling spe ed
regardless of adjustment of th e idl ing adjustment screw.
Some models of this ser ies are s upplied with a main jet adjustment .
Turning the needle clo ckwise cuts off fuel making the medium and high
speed mixtures leaner. The needle
should be adjusted to give highest
manifold vacuum (or highest
o Q
RPM on a tachometer) for a setthrottle
position. If en gine is
TO O I LER -..
equipped with spee d governor, set
the throttle to hold th e eng ine
speed ju st below the governed
"",--,- _J'
GA $OLl NELl N E speed while adjusti ng the main jet
adjustment. If adjus tment is set
too lean, th e engine will lack
power and th e fue l eco no my al so
IDLE
FUEL
LI N E
will be poor. If set too ri ch, th e
engine will be sluggish and the
fu el economy poo r.
Installation - Gaseou s
Fuel Co nversion
GAS FUEL CO NVERSION
The Marvel She bler carburetor s
used on most of these engines
may be adapted t o natural gas or
liqu id butane operation. This is
ac complishe d by the in stallation
of a tubular gas jet in the thread ed
fitting at th e bottom of the carburetor
body. In addition, it will
be necessary to provi de ·E ns ign
Mod el-F pressu re regulator and

WAUKESHA MODELS 190, 185 , .180 25
t he necessary fittings and lines. When using liquid butane, a fuel vaporizer
wi ll also be needed . For use with natural gas, a lin e pressure regulator
pre ce de d by a gas scr ubbe r is usually emp loyed. T o de te rm ine the ex ac t
'requirem ents to convert a g ive n engine to gas or liquid bu tane carburetion
cons u lt the Service Division, Waukesh a Motor Co mpany, g iving the engine
se rial a n d specification number.
VOLUME TANKS
T h ere a re many cases where it is advisa b le t o in corp orate a volume
tank on engines op erating on natural gas fu el. This is n ecessary due to
the rapid requi re me nt for gas whe n t he engine is accelerated such as for
hoi sting ser vice or w he n quick changes in load oc cur.
The question of det crmini ng th e size of these tanks has been in ve sti ­
gate d by the Ensig n Carb uretor Compa ny and it is adv ised that a vo lume
of four to five times th e engine di splacem ent volume sho uld be sat isfact ory.
The fo llowing form ula may be follo wed to det ermine specific engine requirements.
< _ Eng. Di splac cm cnt (in cubic in ches ) x 4 or 5
Tank (Cubic Ft.) - 1728
For desir ed tank volume in gallo ns, di vide by 231 instead of 1728.

26 WAUKESHA M O DELS 190, 185, 180
DISASSEMBLY
REPAIR AN D OVERHAUL
The disa ssembly a nd overha ul of engines in this series requires no unusual
or special shop equipmen t. The follo wing factors are very important
and should not be ov erlooked :
1. D O NOT MI X O R CONFUSE ENGINE PARTS. Mark for position
on disa ssembly; tag assemblies from different engines; identify parts reground
to special sizes.
2. DO NOT MIX BOLTS, CAP SCREWS AND WASHERS. Capscre ws
and like parts are of a length, ma terial and heat-treatmen t suite d to the
places wher e they are used .
3. INSP ECT AS ENGINE I S D ISASS E MBLED. O nce engine part s have
been disassembled and cleaned, ma ny va luable indications of engine con ­
dit ion are lost.
4. P RO T E CT D E LICATE P A RT S A N D SURFACES. Do not pile engine
parts, ig nition eq uipme nt, carbure tors and so on . O il it em s th at are
likely to rust. Tape surface s subject to scratc hing or ni cking during
repair operation .
5. CL EAN THO R O U GH L Y. No engine is complete ly overha uled if it is
not cleaned interna lly and ex tern a lly to new-part co ndit ion. Do not
overlook remo ving ch emical clea ners fro m oil pa ssage s and cast ing
pockets .
6. W O R K A CCU RATELY. Use preci sion gauges whe re needed ; follow
tables of clearances and tig htening torque va lues.
OI L PAN REMOVAL
Ma ny of the oil pans used on engine s
OI L
PAN
! ,
FLYWHEEl'
HOU SING": :
~
CL EA RA NCE ~
HE RE NORMAL
DO NOT TRY
TO REMOVE
O il Pan Bolt Install ation
in this se ries are held at the rear
flange by two long , specia l bol ts
extending downwa rd throug h th e
fly wheel housin g . This is necessary
in order to provide adequate
gasket pressu re in this area and
at the sa me t ime avoid placi ng
the oil pan bolts in an in accessib
le po siti on . These lon g
capscrews must be removed before
wit hdr awing the oil pan.
O n rein stalling these capscre
ws it wi ll be fou nd that
t he heads do not seat on the
flywh eel hou sing . This is done
to in sure full pressure at the
pan gasket. Attempting to seat
the heads against the fly wheel
hou sing will strip the threads
at th e oil pan to rear oil seal
join t .

WAUKESHA MODELS 190, 185, 180 27
CYLIN DER SLEEVE REMOV AL
Removal of the wet-t ype cylinder sleeve is not difficu lt since the only
subs tantia l force required is that needed to loo sen the rubber seal rings.
A scre w- jack pull er made of a through bolt , a plate . to match the low er
end of the s leeve, an d a bridge of hardwood or metal o ver the top of the
sleeve w ill serve as a rem oving to ol. W hen t h e rubber rings have b een
loosened the sleeve may b e lifted ou t by hand. Rubber rings must not be
re-u sed .
CAM SHA FT
Ca mshaft removal req uires prior rem oval of t he oil pump an d it s drive
assembly, the distributor a n d drive assembly, and in the ca se of a fu el pump
w it h the shoe ridi ng directly on th e ca mshaft this to o must be removed .
U nless the engine is inverted on a work stan d or tipped on it s side on a
table, the ca m fo llo we rs m ust b e lifted and h eld clear of the cam lobes
while the camshaft is withdrawn.
W ithdraw t he camshaft by pulling gcnt ly and making sure that the
lobes a re not catching in the bushing or case. R emoval of t he gear requir es
an a rbo r prcss, and mandrel and a suitable support plate to ho ld the gear.
Ca m, Gear, Bushing a nd Tappet
R epl ac em ent of the gca rs in the ca mshaft drive t ra in I S no t recomm
end ed as a field procedure b ecause of the need for se lecting gears wi t h
the prop er r unni ng clearances. When circumstances co mpe l gea r re placement,
no te t hat the gears are stampe d "oversize," "standard" or " undersize"
as in t he following examples . . .. "S"-standa rd; "2S"- .002"­
small on p itch dia meter ; "2L"- .002"-large on pit ch diameter; and so on

28 WAUKESHA MODELS 190, 185, 18 0
up to max im ums of .006" larg e or sm all. To re -t ime t he engine, adjust
t he gears so as to pla ce the t iming marks in t he re lationsh ip sho wn in t he
accompanying diag ram. The idler gear, shown in dotted lines in t his drawing,
is used for an injection pump drive and is installed in Di esel engines
on ly. I n gas-gaso line versions, t he oi l pa ssage to t he idl er spindle location
of t hi s gear is bla nked off by a pressed-in stee l cup.
CAM FOLLOWERS
The cam fo llowers may be removed
by working from th e underside
oi t he cra nkcase af ter t he
camsha ft is re moved. Keep each
cam fo llower in or der as re moved
a nd re-install in the sa me place.
W hen a worn or damaged ca m follow
er is found, always in sp ect
with particular ca re t he cam
lob e up on w hich it was operat ing.
VALVES AND MECHANISM - REPAIR
Valves req uire grinding at va rious
in t er val s during t he engine
service life. These intervals cannot
be spe cified exactly beca use a
nu mber of variable fa ctors enter
t he pi ct ure, ofte n without the engi
ne operator 's knowledge. O f
t hese fac tors, the io llowing have been
to m ake for reduc ed va lve life :
Valve Timing M arks
found to a g reater or lesser cleg ree
1. Fuels that break down to iorm deposit s that unparr seat co ntact and
prevent heat conduction .
2. D eposits fro m eit he r fue ls or oils t hat acc um ulate on the valve stems
and ca use sticking and b urning .
3. Oil not reaching ro ck er arms due to clogged lin es, im prop er fitting
co nne ctions, and sludging.
4. Shutting clown a hot eng inc w it ho ut id lin g for a few minut es. Exha ust
valves t hat happen to be off seat whe n engi ne stops may warp so t hat
burning occ urs on re-starting .
5. Tappet clearances not properly maintained so that at least .008 to .010"
is present w he n run ni ng.
6. Lean fue l mixture due to Improper ca rburetor or adjustmen t.
7. Pre-ignition du e to w rong plugs, car bo n deposits, excessive operating
t emperatures.

WAUKESHA M O DELS 190, 185 , 180 29
COM PRESSIO N CHECKS
A com pressio n check is the best method of deter m ining w hen valves
n eed g rin ding. Since different pistons wi ll develo p di fferent cranking compression
pressures du e t o compression ratio variation s, n o specific figures
are given for t his test . T h e most sig nifica nt thing is for t he pressures on
the indivi du al cy lin de rs to match w ith a fair degree of eveness. If it is
felt th at com pression may be leaking pa st the p iston rings, inject some
hea vy engine oil thro ugh the spa rk plug hole before making the te st .
This w ill tempo ra ri ly seal the ri ng s. I n addit ion, a quick knowl edge of
va lve co n dit ion may b e gained by listen ing a t t he ca rburetor ent ra nc e
(disconnect air cleaner) and t h e ex haust outlet w hile the engin e is cranke d
over. Piston ring blow-by m ay be hea rd at the oi l-fill er op ening as the
p istons are slow ly brought onto compression and the air a llo w ed t o seep
past . If valves are leaking badly, the pi ston ring leakag e may no t be
noticeable. A nothe r in dication of lea king valves is an unst eady intake
manifold vacu um reading, particularly at id le.
VALVE MECHANISM
W hen the push rods have been withdrawn t hey should b e tagged or
other wi se marke d so that each rod may b e rep la ced in it s own tappe t.
E xamin e each rod to mak e sure it is st raight, and that both u pp er and
low er en ds a re in good condition. R eplace - do not st raig hte n - any that
are ben t, and if t here are any of t he ball a n d socket fittings t hat show
sig ns of wear beyon d t he case h ardeni ng , re p lace these also. Sockets a t
the ro ck er arm en d m ust not be use d if they are worn so deep that th e upper
edge rides t h e adjusting lock nut or t he ro ck er arm a t any point .
T h e en d of each va lv e st em is fitted w ith a shallow steel r et ainer that
surroun ds the en d of the valve spring , and is held to t he st em by a p ai r
of wedge k eepers. These wedge keep er s must be removed before t he valve
ca n be withdrawn. To rel ease t he wedge s from t he recess in t he sp ring
re taine r, it is on ly necessary to p ush t he retainer do wn against the sp ring
u ntil t he wedges fa ll away from the va lve st em . \ Vea k or cocked springs
sho uld b e di scarded and new ones in stalled w he n re-asse mbl ing. Note the
seal washers and g uard on th e in take valves so thay lIlay b e correctl y reasse
mbled.
GUIDES A ND SEATS
Upon removing each valve examine it carefully. Re move a ll carbon
a nd burne d oi l and ch eck the valve st em and it s fit in the g uide . Excessive
w ear in either the ste m or g u ide w ill make it impossible t o secure a tight
seat by grinding unless the valve ox g ui de , and possibly both, are re p laced.
Specia l no t ice of the ex haus t valve g ui de a nd valve st em shoulder sho uld
be taken to make sure the g u ide docs not proj ect into t he valve gas passag
e, an d that t he shou lder on the valve stem is sharp. This shoulde r
should be s lig ht ly be low the t op of t he valve g uide w hen the valve is
se ated. Thus, any ac cumulation of carbon around th e g uide and ste m w ill
be shea red off each ti m e the valve is lifted, a nd in this way prevent valve
st icking.

30 WAUKESHA MODELS 190, 185, 180
'N om va lve g ui de s s hould be replaced w it h new ones. T he g uide s a re
a pressed fit in th e he ad cas t ing, a n d ser vice g u ides are es pecially machined
to press in place, and g ive prop er ste m clea rance w it ho ut fur t he r machining
. O n the ot he r hand, the valve seat in the he ad M U ST be re-cut concen
t ric w it h t he new g u ide when ev er new g uides are installed .
The accuracy of t he machine m ethod of valve gr.inding dep ends ent ire ly
upon the conditio n of t hc va lve g ui dc a nd thc pi lot m andrel's fit, both in
the g u ide it self , an d the hub of thc grindcr sto ne . It is vitally important,
therefore, to m ake su re that th e mandrel is a snug push fit in t he va lve '
guide, a n d will not wobble at the upper en cl. If it does ha ve any uppcr -end
mo vem ent the seat w ill not be g ro u nd true. Gu idcs that are worn too
much to g ive the ma n dre l so lid support sho uld be repl aced before grindin
g is attempted. The make r's instructions for dressin g the grin ding wheel
must be followed to secure smooth, accura te sea ts .
VALVE GRINDING
Modern valve s arc m uch harder than formcrly so that a va lve g rin di ng
machine is much quick er and marc ac curate than hand g rinding. 1f machine
g rindi ng equ ip me nt fo r both va lves and sea ts is not immediately at hand,
it w ill of te n sa ve t im e a n d mon ey, as well as produci ng a better jo b if the
head and va lve assembl y are sent to a local specialis t. E ven if hand grinding
is employed, t h e valve stems an d g uide s m ust be a good fit w it ho ut wobb le
to in sure a co ncent ric seat and a tight valve.
HAND GRINDING
Apply a good, medium grin ding co m po und spa ring ly a ro und the entire
va lve seat, slip a lig ht lifting spring over t h e stem , lubri cate the ste m, a nd
drop th e valve into it s orig inal place in t h e cy lin der head. The sp ring should
just barely hold the ' va lve off its sea t . P lace the g rin ding tool in the two
hol es or slot in the head of the va lve to bc g m un cl. P ress dow n un ti l t he valv e
is se ate d. T urn the valve a qu arter turn. first in one direct ion th cn in t hc
other. D o this three or four times, R elease the pressure on t he valv e, a n d the
little spring wi ll lift it off its seat . No w t u rn t he va lve ab ou t 10 or 15 degrccs
to a nother po sition, a nd repeat th e grinding. Do th is un t il all th e co mpoun d
is r ubbed off the va lve seat. Withdraw the va lve, and put on som e fresh
compound. R ep cat the grinding operation .
Clea n t he valve and its se a t occ asio nally to see how the g rin ding is progressing.
When all pits a nd g rooves have di sa pp eared , clean the va lve an d
valve seat, and place eig ht or ten cqually spaced marks w ith a soft lead pcn cil
on t he se at. T hen drop the valv e in place, g ive it a quarter t urn, and re move
it. A perfect sea t will be indicated if every pe nc il mark shows where the valve
has r ubbed it. If any pencil m a rks arc left untou ched, co ntinue t he g rin ding.
W h en the g ri nding is co mpleted , check t he valve seat for concentricity with
a di al in dica tor, then oil the va lve st e rn, clean all traces of t he g rind ing
co mpound from the valve cha mber and ports, and RE-AS SEMB L E E A CH
VAL V E I N ITS O WN O PEN ING.

WAUKESHA MODELS 190 , 185, 180 31
REM O VA L AND INS TALLATION OF SEAT INSERTS
Exte nded ser vice life may no rm all y be ex pected from valve in ser ts
which have been installed prop erl y. Since in serts must resist severe and
re pe ate d contact s from t he va lve, th e action of hot gase s, a n d t he rever se
st res ses of rapid heating and cooling. minor n egli g en ce or Jack of tech niq ue on
the part of th e mechanic will be mag ni fied and resu lt in se r vice troub le.
H ere. m echa nical security of t he insert in the b lock is not al on e enough to
insure successful op eration. Many examples m ay be found wh ere comparatively
cr ude sta king or ce nter punch methods retained t he insert more or less
sn ugly but at t he sa me t ime failed to provid e good m et al to met al co ntact b e­
tween t he in sert heat conducting surfaces an d t he h ead. Failure of t he valve,
th e in sert, or the bl ock ca st ing is alm ost inevi table under these conditions.
GUID E REPLACEMENT
If it has been det ermined t hat val ve guid e rep lac em ent is required , this
ope ra t ion shou ld be don e at this ti m e. O ld g uid es may be re moved with a
suitable pu lle r or by rea mi ng to a thin shell a nd co lla psing t he m . N ew g uides
are presse d in p lace on a n a rbo r press with t h e aid of a mand rel. Service
g ui de s are especia lly machined to provid e proper ste m cleara nce w ithou t
further reaming aft er in stallation.
REMOVING INSERTS
When removing seat in serts
it wi ll be nece ssary to employ a
cutter to re move t he m et al that
is pe en ed ov er the edge. If th is is
not done, more metal than necessa
ry is brok en a way and th e new
Shim Here
in sert m ust be of excessive ov ersize
in order to clean up the co un­
if Nece ssa ry
t crbo rc, The accompa ny ing illust
ration show s the g enera l outline
of Sioux cu tt er. . This same t oo l
may be employ ed to provide a lig ht
cutting ac ti on fo r cleaning up th e
co unterbore af te r insert remova l.
I t is \'er y im portant that the pil oting
of th e cutter permit cu tt ing
to m icromet er di m en sions as required.
A ll co u nterbo res sho uld be
clea n a nd smoot h with a radius of
a pp ro xi mately .015 to .020 a t tile
bottom corne r to prevent a sha rp
Removing Peene d Meta l
brea k on co ntour wh ere the co unterbore
wall m eet s th e co unterbore bottom s urface. When the peen ed m etal
has bee n rem ov ed , th e in se rt s may be pu lled wit h a pu ller made up for t hi s
purpose. I t has be en reported th at a bead of metal applied to the inner
diamet er of the in sert with an elect ric arc w elder, will ca u se su fficie nt
shrin kag e to eas e in sert removal materially. Users of this method a re

32 WAUKESHA MODelS 190, 185, 180
ca ut ion ed against in volving th e arc heat o r m etal wi t h the main casting. Al so.
spatter ings from th e a rc m ust be th oroughly clean ed fro m the va lve port
passage walls to prevent th em fr om enter ing the cngine during subsequent
ope ration .
ENLARGIN G" COUNTERBORE
I nstall a . s nug fitting pi lot of
the co rrect diamet er in the g uide s
and u sc th e same cutter" or o ne of
t hi s t ype, to re-si ze th e ins ert
counterbore to t he correct size for
th e new oversize insert. By subtracting
th c or ig ina l co unte rbo rc
diamet er fr om t he diameter of the
or ig in a l insert, the correct a mo unt
of cr us h may be establ ished. Measure
the diameter of the new in ­
scrts a nd s ubt ract t h e fig ure obtai
ned for the crush fr om this
diamet er to determin e the co r re ct
cutting diamet er for which t he
Counterbo re Cutter cutter must be se t . T hese tools are
a vailabl e fr om such rn anufa cturers
as Albertson & Co m pa ny. Inc. ( S ioux) .
CRUSH
The cr us h for any givcn engin c an d insert co m binat io n is a very cr it ica l
dim en sion a nd has been cs t a blis hed at th e factory by long ex pericncc . Att
em pts to o ver-crush t hc in serts almost a lways resu lt s in th e in sert loosen ing
in service . Th is is t lic resu lt of a mctall urgical co nditio n w he re by th e ex ­
pa n eled met a l takes a perm an ent set while hot and t hereafter n ev er returns
to it s origi na l dimcnsions.
SHRINK ING INS ERTS
Shrinking ofTel's the most practica l and sa t is tact ory method of in stalling
t hc insert s wi t ho ut u nde sirable scra ping or broach in g of m etal from the
s idc of the co untc rborc. V cry lo w t emper aturcs ma y bc obtained by im ­
m er sing several sma ll chunks of dry icc in a co ntaine r of alcoho l or gasolin e.
T o insure sq ua rc ness in cntc r ihg a nd drivin g th c insert in the cou nt erbore,
it is im po rtant to p ro vide a d riving t ool p ilot ed in t he va lve g uide, S uch a
tool is easily mad e up or a da pte d from tlie valve g u idc in stallin g m andrel
by s lipping a st urdy washer-like driving p la t c so me w hat la rger than the
in ser t over the mandrel pil ot.
DRIVING INSERTS
P re pare t he co unterbo rc by checking fo r cleanline ss a nd freedo m from
burr edgcs. S upport th e bl ock solidly and co uvcnicntly fo r d ri ving. . Us ing
a pair of forceps or a hooked wire, quickly lif t th e chilled insert fro m t he
d ry-ice bath and locate it over t he co u ntcrborc so t he cham fer on the in sert

WAUKESHA MODELS 190, 185, 180 33
lo wer edge is ente red sq uarely. St art th e drivin g
mandrel pilot in th e valve guide, bring the driving
face against th e insert upper surface accurately ,
a nd tap th e mandrel fir m ly w it h a medium w eig ht
hammer. 1f se vere hammering seems to be requi
red. th e co unterbore is not the correct size, the
insert was not chi lled eno ugh, or it was no t sta r te d
into th e counterbore straight and true.
PEEN IN G INSERTS
Factory installe d valve in serts w ill usually
sho w a narrow flan g e of m etal worked ove r the
in sert up per edge w it h a specia l tool. Si nce this
m et ho d is not a vailable for field application, a
manual p eening operation is em p loye d to achieve
the sa me resu lt and se cure the in sert in th e co unterbore
by th e po siti ve clamping act ion of t he peened
over materi al. It is suggeste d t hat th e operator
make up a too l a long t he gene ra l lin es illustrated
and th en check th e peening tool on a scrap part if Peening Insert
possible. This will in dicate the proper we ight of
hammer b low, th e best radius at w h ich to se t t he t ool, a nd th e general patte
r n of peen ed m etal that m ay be expec t ed. A magnifyin g g lass is ve ry
useful in ex am in ing t he peen in g for ov er-h ammering cracking.
ROCKER ARM OVERHAUL
The wear on th e rocker arm shaft an d b ush ings will ordinarily be quite
light, p ro vidi ng ade quate oi l circ ula t ion to t hose parts is mai ntai ned . Neve r­
theless, no cylinder h ead overha ul a nd valve job is co mple te wit ho ut careful
ins pection of t he rock er bush ing s, rocker shaft b earing surf aces, valve contact
end of th e rocker arms, an d th e a djusting screw. Micromet er measure ­
men t will re vea l sha ft out-of-r ound, a nd interna l bu shi ng wear m ay be
det ected by t ryi ng t he ro cker arm for looseness on a ne w shaft or wit h
insi de m icro meters. N ew bu shing s may be pressed in pl ace a nd reamed to size.
The rocker tip a re a s hou ld presen t a smoot h su rface to b ear against
the va lve stem. L ig ht g ri nding will clea n up wo r n spots th at wou ld otherw
is e int erf ere with prop er va lve ad justment. By th e same token , the adjusting
screw a t t he opposit e end of t he roc ker a rm sho u ld t urn fr eely witho ut
e vidence of thread damag e, th e wearing surface should be smooth and polish
ed witho ut pe netration of the harden ed exter io r, an d the mati ng soc ke t
in th e push rod shou ld appe ar equally go od. Excessive wear of eit he r part,
such as would pe r mit the rock er to ride on t he edge of th e socket, for ex ­
ample, re q uire s repl acem en t of the worn pa rts.

34 WAUKESHA MODELS 190, 185, 180
Chec kin g Sleeve for Distortion
REASSEMBLY
INSTALLING CYLINDER SLEEVES
There are se ve ral important points to note on installing the slee ves.
First in importance is the use of se al rings that are fr esh a nd elast ic. Do
not use ag ed and harden ed ring s since t hese w ill not compress ev enly and
sleeve distortion w ill re sult. Also,
the ring seating surfaces must be
clean and we ll lubricated w it h
liquid soap. D o not use engine
oil on rubber rings. After slipping
the rings over the slee ve and into
t he grooves, r un a p en cil or like
in strument around under the ring
to di st ribute t h e r ubbe r material
around t he sleeve more evenly .
After the rubber rings and surrounding
area are w ell soaped,
align the sleev e in the crankcase
and force it home with a smart,
firm t hrust of the hands. I-Iea vy
hammering or driving is unnecessary
and undesirable.
When all slee ves a re in pl ace,
it is good practice to ch eck the
sleeve bore s for distortion that might
ment of the seal rin g material. This
Evening Up Rubber Ring s
have occu rred due to inaccurat e p lac e­
can b e do ne ,with a clamping loa d on
the top of the sl ee ve and a dial indic
a tor of the exten sion arm, threecontact
type.
T he clamping ac tion may be
obtained from any accura te ly built
ring that sim ulates the cy lin der
h ea d pressure a nd is r etained by
th e head st u ds . If a co ns ide rable
number of sleeves are to be replaced
over a period of time, it may
prove co nven ient to make up a
clampin g tool fro m a di scarded
cy linder head w it h op enings cu t
out t o a llow the ga uge to drop
through into the cy linder.
It is not unusual when fitting
this t yp e of sleeve to find it necessa
ry to wit h draw the slee ve , resoa
p and even up th e rings, a nd
re-install it several times before
obtaining an out- of-round re ading

WAUKESHA MODELS 190, 185, 180 35
within the limits of .001"-.00 2" . U neven distribution of the r ubber ring s
causes this trouble. A lways make this check in the seal ring area .
In connection w it h the above check for out-of-round, it may be more
convenient to make a gauging piston by re -grinding a n ov ersize pi ston to
just slide throu g h t he sleeve within the prop er tol erances. Such a gauge
requires som e skill and judgment in use since forcing it through a distorted
s leeve wi ll not correct the distortion and may cause sc ore ma rks or scra tches.
o
GASKET CRUSH
ON SLEEVE
Cy linder Hea d Gasket Crush
CYLINDER HEAD GASKET CRUSH
In orde r to prevent sleeve movement
and seal the water at the
joint between th e upper sleeve
flange and the cra nkcas e, the sleeve
mu st project a few thousandths
ab ove the cra nkc ase deck. This
distance is important and a definite
and measurable amount must exi st.
In effect, this projection provides
a localized crush in a concentrated
area around the top of each
sleev e. I n case no projection is
fou nd, consult the Service Di vision,
W A UKESHA M OTOR CO M­
PANY.
T he operator is ca ut ioned against
using head g as kcts other than
those specified by t he ,,¥A U K E-
SH A M OTO R CO M P A N Y. Cases
ha vc been re porte d where gaskets
of somew ha t ha rd er material have
ov erloa ded t he sleeve flan g e a nd
starte d cracks in t his area . By
th e same token , tig hte n cy linder
hold down nuts to the correct
torque va lue. A cy linde r head
gaskct in obviously g oo d co nditi
on may be re-u sed. It is poor
econ omy, however, to risk cngine
damagc and ex t ra labor if the
gaskct is at all doubtful.
PISTON FITTING
Proper fitting of pi stons requ ires
at lea st fo ur different precision
.checks. These are: Ring ga p, ring
side clearance, pin clearance in boss
and piston skirt to sleeve clearanc e.
Ring g aps a re ea sily ch ecked Checking Ring Gap

36 W A UKESHA MODELS 190, 185, 180
with a feeler gauge. Slip a piston ring into the sleeve. Slide a piston
into the slee ve above it . P ush the piston up against the ring to s qua re th e
ri ng wi th the bore. Move t he piston out of the way a nd m ea sure the gap
in the ring with a fee ler g a uge. Those rings wit h gaps less than specified in
the table of limits in the back of this manual shou ld be carefully dressed
off with a flat cut file until th e correct clearance is' obtained . Contra ry to
po p ular imp ression, fai rly w id e ring gaps, n ea r the top limit, a re far less
det rim ental to engine performance than gaps which are to o tight.
Piston ring side clearance must
a lways be checke d when fitting
ring s to pi stons which have been
in ser vice. Tn this case, t he object
of t he check is to spot any p ist on s
in which th e ring grooves may have
worn ex ce ssive ly wide. A piston
in t his co ndition mu st b e replaced .
To check side clea rance, select a
pi ece of feel er stock of the maximum
clea rance specified in the
table o f limits. With the ring in
plac e, in sert the feeler if po ssible
bet ween t he ring la n d a nd the
ring he ld w ell back in t he groove.
If th c feeler slides in at any point,
it indicatcs the clearance is at or
over allowable maximum. A sn ug
fit of the feeler points to further
co nside ration by the operator as to
w het her the pi ston warrants rein
st a llation since th e groove we ar
is a t th c top lim it. On all pi stons
Checking Piston Ring
Side Clea ra nce
passing th c abov e check, make a n in spection for minimum clearance with a
fee ler of the m inimum thickness specified in the tab le of limits. This fecler
shou ld slide fre ely all around th e g roove as the pi st on and ring a re rotated .
Piston pin fitting is a job requ ir ing g rea t precision a nd pin a nd piston
asse mblies a re usually sold in match ed sets. O versi zes of .003" a nd .005"
a re available, however, if de sired, The sp ecified pin clearance will permit a
hand "push" fit at ordinary ro om temperatures.
A pin that is loose cno ugh to drop t hro ugh the piston by its own wcight,
is ordinarily considered too loose. From the service standpo int, a fit of this
variety, if not du e to severely worn parts, wi ll cause a n eng ine to be somewhat
noi sy but wi ll no t nccessaril y impair performance or reduce cng inc lif e.
Moreover, field exper ience has show n that ev en pe rf ectly fitt ed pins will oft cn
"drop" through because of t emperature va ria t ions at th e fa ctory an d the point
of in stallation .

WAUKESHA MODELS 190 , 185 , 180 37
If oversi ze pins are installed , do not forget to check t he fit of the pin
in the connecting rod bus hing since t he new pin will be too snug in a standard
ro d.
P ist on to sleeve clearance is probably t he most critical dimen sion in
th e entire pi ston fitting sequence. Pi ston s are so ld for re-dimen sion ed sleeves
in .010", .020" and .040" ove rsizes. Al so, they are sold in sem i-finished co ndition
for these engines and it is po ssible fo r a piston of g ive n oversize to be
re-g round to a smaller ove rsize as needed.
To take the clearance, se lec t
piece of 0 " wide feeler stock 8 to
10" long and of the desired skirt
clearance . Attach the feeler stock
to an accurate spring scale as
shown in the accompanying illu s­
t ration. Invert the pi ston and
support it w it h on e hand w hile
ho lding the feeler and spring scale
in t he ot her ha nd. P lace the fee ler
stock in the slee ve and low er t he
piston in to po sit ion in such a
manner t hat th e feeler stoc k is
spaced 90 ° fr om the piston pin.
H old the pist on and withdraw the
feeler stock. If the correct clearance
is present, t he ten sion required
to w ithdra w the feeler
should re ad 5-10 po unds on t he
scale. T oo low or too high a scale
rea din g indicates too much or too
little cl ea rance.
When fitting a pi st on to a new
or accurate ly re-sized sleeve, th e
sleeve inner diame ter should be
the sam e at top and bo ttom. Therefore,
the clearance ma y be taken
at eit he r end. I n sleeves th at have
been worn, but not resi zed , some
tap er g iv ing ex tra cl earance at
t he top of the sleeve is likely . I n
Checking Piston to Sleeve Clearance such ca ses, th e clearan ce m ust be
. che ck ed at the bottom of the sle eve
where the wear is least and the fit is close st. R em ember, the skirt of t he
piston fits closer than the ring lands. A lways check skirt cl earance, not land
clearance.
BEARING ADJUSTMENT
A ll main and co nne cting ro d bearings in these engine s are of the steelbacke
d, precision ty pe. Beca use of the ex t re me ly close machining of t his
a

38 WAUKESHA MODELS 190, 185, 180
type of bea ring , no fitting, filing, scraping , boring or other adjustment is
required or permissib le. Replacement m ust be in co mplete bearing units.
N eve r r eplace only one half of a bea ring. Service bearings are available
in .020" and .040" undersize for use on regro und cranks hafts . Never attempt
to a djus t a bearing by filing, grinding or lapping .the bearing ca p. T he
bea ring seats are preci sion bored w it h the caps in place. H en ce, any metal
removed fro m eit he r side forever prevents proper fitting of a co nne ct ing ro d
be aring in the ro d, and in the case of a crankcase, makes the ent ire ca se
unsuited for further use .
Be sure that the bearings seat on absolute ly clean surfaces and that the
back of the bea ring is w ipe d perfectly clean. The slightest bit of dirt or
carbon s queezed between t he back of a bearing and it s seat can ca use rapid
bearing fa ilure du e to a local ized high spot.
Equa lly important in obtaining maximu m bearing life is t h e correct
ten sion on the bearing ca p nuts. P u ll down on all nut s evenly, going from
one side of the bearing' to the ot her. Apply final tension with t orqu e wrench
using a slow st eady pull and holding t he w rench "on torque" for a few
secon ds when t he proper value is reached. Desir ed torque values w ill be
found in the table of limits at the en d of t his manual. Previous over-torquing,
or some other damage to the bolt or n ut is somet imes encoun tered and wi ll
be fe lt by the torque "softe n ing' up" so that the nut can be t urned w it hout
apprec iable in crea se in wrench tens ion. Never allow a bo lt and nut in t his
condition to remain in an eng ine.
Cra nks haft en d t hr us t is controlle d by the flange on the center main
bearing on t he 180 and t h e n umber 3 bearing on t he 185 and 190. Therefore,
t here is no n ecessity for ad j ustment of this at assembly . Excessive end pl ay
require s bea ring repl acement. A lways be sure t ha t some end pl ay definit ely
is present!
SIDE CLEARANCES
A lt hough less critical t han t h e b earing running clearances, no bearing
should b e assem bled w ithout ch eck ing side clearance. This may be don e by
forcin g the ro d fully to one side or the other and in serting feeler betwe en the
crankcheek a nd the bearing en d. Shaft end play is m ea sured w it h a feel er
between t he sh aft flang e a nd the main b earin g flan g e w hen the shaft is at
full forwa rd or rearward position. A dial indica tor ma y also b e use d for
this purpose. Cons u lt the tab le of limits for the prop er clea rances.
RUNNING CLEARANCES
E v en in the case of preCISIOn bearings, it is good m echanical practice
to check r unni ng clearances w he n in stalling bearing s. There are several
method s of doing this, some of w hich are merely ch ecks of w he t her any
clearance exi sts and others that g ive an indication of how much clearance is
present. T he familiar test of conn ecting ro d be aring clearance cons is ts of
manua lly gripping the rod . cap after the bearing bo lt s are ti ghtened and
attempting t o mo ve the bearing fr0 111 side to side in the dir ection. of end
clearance. A we ll-fi tted b earing is usually just loose enough to be "snappe d"
fr0111 side to side w it h out ac t ua lly feelin g so loose as to push easily . Some-

WAUKESHA M O DELS 190, 18 5 , 180 39
ti m es a slightly sn ug bearing wi ll not mo ve under finger pressure but w ill
move readily under light b lows from a so ft-face hammer. This is usually
conside red as satisfac to ry providing the engine is g iven adequa te break-in
t ime. I n the final analysis, this t est is a matter of judgment a nd is not
altogether suitable fo r general use .
A sim ilar test on ' main b ea rings co ns ists of tighten in g eac h b earing
cap in turn a nd t urning the shaft to det ect bind. Again, the diff er en ce bet ween
ti ght and "abo ut ri ght" is a matter of judgment.
More accurate t ests may be ca r ri ed out w it h fu se wire or wit h a specia l
crushing gauge mater ial that s queezes bet ween the shaft a nd t h e bearing to
flatten into a m ea surable gauge.
I t is em phas ize d t hat any unusual be n ding or run-out in a crankshaft
makes it impossible to fit bearing s ac curately. For this r ea son, the ti me spe nt
in making a r un-out ch eck at overhaul is we ll wort h w hile. A lso, m agnet ic
ins pe ction of t he crankshaft and other st ressed parts is re com me nde d if the
pro pe r equip ment is available.
DO N O T FORGET TO COAT A LL R U NNING SUR FACES
WITH CLE AN, FRE SH ENGINE O IL W HEN I N STALLI N G NEW
BEA RINGS!
REPLACIN G CYLINDER HEAD
First, make sure that any oil leads w hich may be drilled in t he he ad
to fe ed the rocker arms, as we ll as the drilled oil leads in the cy linde r b lock,
are clean to in sure full oiling of the valve mecha nis m .
A torque w re nch w h en u sed according to the table at t he rear of this
book w ill prevent ove rs t raining st uds , while in surin g a tight joint. T he
order of tighteni ng is a lso im portant. As shown in the t ypi cal case, t he holddo
wn stu ds sho uld b e tighten ed in two or t hree successive stages start ing
with the center a n d w or ki ng toward eac h end alternately. This w ill in sure
eve n pressure over t he entire surface of t he cylinder he ad a nd gaske t. If the
outs ide n uts are pull ed up firs t in stead of t he ce nter ones, t he head w ill be
co cked, an d t h e gaske t w ill no t fit tight eno ugh to prevent bl owing out
betw een cy linders. A to rque wrenc h, where used accord in g to t h e maker' s
direct ions, is the best way of se tting up cy linder h ead nu ts to in sure fu ll
tens ion w it ho ut excessive strain that m ig ht stretch t h e stu ds . D o not neglec t
to co nnect the oil lead to t he rocker a r m shaft. Test it to b e sure it is not
clogged.
Cylinder Head Tighter,ing Sequ ence

40 WAUKESHA MODELS 190, 185 , 180
FLYWHEEL AND HOUSING ALIGNMENT
When ever the fly wh eel or fly wheel hou sing have been re moved, or
w he never a clutch assemb ly is ins talle d, t he run-out of bo th the fly wheel a nd
flywheel housing shou ld be ch eck ed . T h ese parts are ca re fu lly ali gned at t he
fac tory and t he hou sing face and bore are fini sh machined in p la ce. Severe
sho cks a n d jars during ship me nt or t ran sporting , however, may cause deflection
to so me degree. Moreo ver, it is w ell to ch eck the fit of t he pilot bearing
in the pil ot bearing bore and for lubri cation of t he pilot.
Clut ch -
Exploded View
In order to be sure that grease is going to reach the pilot bearin g whe n
the clutch is in use, it is nec essa ry to b e su re that the g rease channel t hrough
t h e clutch shaft is fu ll of the pro per gre ase at installat ion. By packing this
channel, the op er ator can eliminate doubt and overl ubricat ion or, equally
bad, no lubri cation at all. In any case, t he recommenda t ion s and in st r uctions
fr om the clutc h manufacturer sho uld be used.

GENERAL
Bore-3;Y.4 "
WAUKESHA MODELS 190, 185, 180 4 1
CLEARANCES AND WEAR LIMITS
Models 190-GL, 190-GLB
Stroke-4"
Disp lacement-265 (C ubic I nches)
Oil Sump Capacity-7 Qts.
PISTONS
190-GL
Material . . . . . . . . . . . . . . . . Cast Iron Alloy
Pist on Land Clearance with bo re :
Top Land. . . . . . . . . . . . .0 14"-.0 19"
2nd L an d... ... . . .. .. .008"-.013"
3rd L and . . . . . .. . ... . .008"-.013"
4th Land . . . . . . . . . . . . . .008"-.013"
Ring Width
.1240-.1235 }
.1240-.1235
.1240-.1235
.249 -.2485
190-GL B
Aluminum All oy
.031"-.036"
.03 1"-.036"
.031"-.036"
.031"-.036"
Skirt Clearance to giye 5 to 10 lb. pull with ca st iron pist on s, 4 to 9 lb.
pull w ith al uminum pi st on s, usin g one 0 x .002" feeler and one
o x .0015" feeler.
Pistons arc removed fr om top .
R ing Type
T ap er-Face Compress ion 3, 190-GL
Compress ion 2. Scraper 1, 190- GL B
O il
" lax. W ea r Max.
Ring Ga p B efore Gr oove Clea rance Before
R ep lacing
Replacing
T op - .015"-.023" .045" Top - .002 "-.0035" .006"
2n d - .015"-.023" .045" 2nd - .0015"-.003 n .006"
3rd - .015"-.023" .045" 3rd - .00 15"-.003 rr .006"
. J -
4th - .010"-.020" 04- " 4th .0015"-.003 " .006"
PISTON PIN
Clearance in Pi ston - Li ght thumb pu sh at room temper ature.
Pi ston Pin is held in position by circula r spring retainer s in annular
g rooves machined in pi st on.
CONNECTING ROD
D esired Clea ra nce Assembled to Cra nkpin .0005"-.0015"
Side Clea ra nce (T otal) .0075"-. 0135"
Ma nner of Adjustment: Replace Be arings
T ype of Connec ting Rod Bearing : Precision
N umb er of Connec t ing Ro d Bo lts: Two
T en sion Re comme nded on N ut s : 675-700 in . Lbs.; "Place T ype", 900-
925 in. L bs. .
Distance Between Center of Large and Small E nd of Conn ect ing Rod
6.750"-6.745"
. CRANKSHAFT
Diameter of Main Be aring Journals - 2.625"-2.624"
Diamet er of Connecting Rod Bearing J ournals, 190-GL - 2.250"-2.249" ,
190-G LB - 2.4375 "-2.4365" , 190-GL B oil field - 2.625"-2.624"

4 2 WAUKESHA MODELS 190, 185, 180
Clearances and Wear Limits, Concluded - Models 190- GL, 190-GLB
CRA N KSHA FT- Concluded
Running Clearance in Main Bearings .0005"-.003", Oil Clearance
E nd Clearance - .0045"-.0085" Maxi mum Wear .012"
End P lay is R eg ulated By Fit at 3r d Main Be~r ing .
Main Bearing Adjustment: Replace Precis ion Bearings
Tension fo r Tighten ing Main Be arings-1300-1350 in . Lbs.
Gear, press fit on shaft .000" -.0015" ti ght .
CAMSHAFT
Running Clearance- .0015"-.003" Maximum W ear .005"
E nd Thrust Take n U p Be twe en Cams haft Gea r and Thrust B utt on.
IDLER GEAR
Running Clearance- .0015"-.002"
ROCKER ARMS
Running Cleara nc e on Rocker Shaft- .0015"-.0035"
GOVERNOR GEAR
Backlash-.002"-.003 "
CYLINDER HEAD
Material: Cast Iron
T en sion Recommended for T ig ht ening Cy linde r Head-
1100-1200 in . Lbs . 190-G L 190-G L B
E xhaust valve in sert O .D ... . 1.4425"-1.4415" 1.505"-1.503 "
Bore in cy linde r head . . . . . . 1.4375"-1.4365" 1.500 "-1.499 "
Counterbor e depth . . . . . . . . . . .260" - .263" .260" - .263"
V alve Seat A ngle 45 °-3/ 64" Wide
VALVE, VALVE SPRING AND VA LVE GUIDES
Valve Lift-Intake and Exhaust-ll/32"
Diameter of Intake Valve H ead- l -13/32"- 190-GL, 1-17/32" ­
190-GLB
Diameter of E xhaust Valvc H ead -1-9/32" - 190-G L, 1-13/32"
- 190-G L B
Valve Ste m Clearance in Guide, Intake- .0015 "-.0035"
Valve Stem Clearance in Gu ide, Exhaus t-.0025"-.0045"
Maximum W ear Before R epl acing- .003 "
Valve Stem Diameter-Int ake .373"-.372"
Valve Stem D ia met er- Exhau st .372"-.371"
Valve Spring Free Lengt h- 2-25/ 32"
Valve Closed-Spring Length 1-15/16" CompoP ress. 48 L bs. -+- 4 Lbs.
Valve Open- Spring Length 1-19/32" Co mpoPress. 71 Lbs. -+- 6 L bs ,
Valve Timing: Align Gear T eet h Marked "C" at E ngine Assembly
V alve Runnin g Cleara nce, Cold
Intake .009" -.011" E xhaus t .015"- .017"
TIM IN G GEARS
Each Timing Gear is marked for fitt ing with letter " S" signifying
Standard Size, or, 2S or 2L to signify Small or Large, .002", .004" ,
or .006 ".
FLYWHEEL
T en sion for Tightening Flywheel Bolts -
800 to 825 in . L bs.

R ing W idth
.1240-.1235
.1240-.1235
.1240-.1235
.249 -.2485
WAUKESHA MODELS 190, 185 , 180 43
CLEARANCES AND WEAR LIMITS
Models 180-GL, 180-GLB and 185-GL, 185-GLB
GENERAL (Models 180- GL, 180-GLB)
Bore-3;/z" Str o ke-3 ~ " ·
Disp lacement - 144 (C ubic Inches)
Oil Sump Capacity-5 Qts.
GENERAL (Models 185-GL, 185-GLB)
Bo re-3;/z" S troke-3 ~ " 6 Cylinder
Di splacement-216 (Cubic Inches)
Oil Sump Capacity-8;/z Qts.
All ot he r dimen sions are th e sa me as Models 180-GL, 180-G L B
PISTONS
Materi al. . . . . . . . . . . . . . . . Cast Iron Alloy Aluminum A lloy
P isto n La nd Clea rance with hare:
T op Land.. . . .. . . . . .. .014" -.019" .024"-.028"
2nd Land . . . . . . . . . . . . .008" -.013" .024"-.028 "
3rd L and . . . . . . . . . . . . . .e08" -.013" .020" -.024"
4th L and. . . . . . . . . . . . . .eC8"-.0 13" .020"-.024"
Skirt Clea rance of 180- GL and 185-G L to give 5 to 10 lb. pull with ca st
iron pisto ns, 3 to 8 lb. pull with a luminum pis tons. using one ;/z x
.003" fee ler. For 180-G L B and 185-GLB use one :J.:i x .002" feeler,
3 to 9 lb. pull.
Pi st on s are removed fro m top .
R in g Gap
T op - .010"-.020"
2nd - .0 10"-.020"
3rd - .010"-.020"
4t h - .010"-.020"
R ing Type
Top Comprcssion- 3, 180-185-G L
Top Compression - 2, Scraper, 1, 180-185-G L B
Oil-l
Groove Clea ra nce
Cast Iro n
T op - .002"-.0035"
2nd - .0015"-. 003"
3rd - .0015"-. 003"
4th - .00 15"-. 003"
A luminum
.002" -.0035"
.002" -.0035"
.002" -.0035"
.00 15"- .003"
Max. W ear Befor e R eplacing
.045"
.045"
.045 "
.045"
Ma x. ' Vea r Before Replacing
.006"
.006"
.006"
.006"
PISTON PIN
Cle arance in Pi ston - Light t'humb pu sh at room temper ature.
Pi ston pi n is held in position by circ ular spring ret ainers in annular
g rooves ma chined in piston.
. CON NECTIN G ROD
Desir ed Fi tted Clearance-.0005"-.0015"
Side Clearance (T otal)- .0075"-.0135"
Manner of Adjustment : Replace Bearing

44 WAUKESHA MODELS 190, 185, 180
Clearance and Wear Limits, Continued
Models 180-GL, 180- GLB and 185-GL, 185- GLB
CO NN ECTIN G RODS - Concluded
Type of Connecting Rod Bearing-Precision
Number of Conne ct ing Rod Bolts- Two
T en sion R eco mmended on N ut - 550-660 in. L bs., dry; 525-550 in.
Lbs., oil. .
Distance Between Center of Large and Small End of Connecting Ro d­
6.750-6.745
CRANKSHAFT
D iamet er Main Bea rings- 2.250"-2.249"
D ia me te r Connecting Rod Bearings - 2.000" -1.999" (GL ) 2.250 " -
2.249" (GL B)
R unning Clearance of Xla in Be arings - .0002" -.0028" , Oi l Clearanc e.
End Clea rance - .0045"-.0085" Maximum "'lear .012"
E n d P lay is Regulated at Cente r Main Bearing.
Main Bearing Adjust ment : Replace Precision Bearings.
T ension for Tighte ning Ma in Bearings- 1050-1100 in. Lbs.
"'.
CAMSHAFT
Running Clearance-- .0015"-.003" Maximum "Year .005"
End Thrust T aken Up Between Camsh aft Gear and Thrust Button.
IDLER
GEAR
Running Clearance-.0015"-.002"
GOVERNOR GEAR
Running Clea ra nce-.002"-.003"
CYLINDER HEAD
Material : Cas t I ro n
Tension Recommen ded for Tighteni ng Cy linder H ead -
1100 to 1200 in . Lbs.
Exhaust valve insert O . D. - 1.4425"-1.4415
Bo re in cy linder head - 1.4375"-.1.4365"
Counterbo re de pth - .200"-.263"
V alve Seat Angle 45 °- 3/ 64" W ide
VALVE, VALVE SPRING AND VALVE GUID ES
Valve Lift-Intake .3125" E xhaust .281"
D iameter In take Valve H ea d-1-5/ 16" ( GL ) ; 1-13/ 32" (GL B)
Diameter Exhaust VaIn Head-1-1/8" (GL ) ; 1-9/ 32" (GLB)
Valve St em Clearance in Guide-Intake .0015"-.0035"
V alve Ste m Clea rance in Guide- Exhaust .0025"-.0045"
Maxim um "Year Before Replacing- .003 "
V alve Stem Diamet er-Intake .372" -.373"
Va lve Ste m Diamet er- Exhaust .371"-.372"
Valve Spring Free L en g th-2-25/32"
Valve Clos ed-Spring Le ngth-1-15/ 16" Ca mp. Pressure 48 L bs . -+­
4 Lbs.

WAUKESHA MODELS 190, 185 , 180 45
Clearance and Wear lim its, Concluded
Models 180- GL, 180-GLB and 185- GL, 185 -GLB
VALVE, VALVE SPRING AND VALVE GUIDES - Concluded
Valve O pen-Spring L ength- 1-19/32" Ca mp . P ressure 71 Lbs. -+­
6 Lbs.
V alve Timing :
Al ign gear teeth marked " C" at assembly
Valve Running Clearance- Cold
Intake .009"- .01 1" Exhau st .015"-.017"
TIMIN G GEARS
Each timing gea r is marked for fitting. L etter S signifying standa rd
size . 2S signifying .002" under standard. 2L sig nifying .002" ov er
standard, al so va riat ions of .004 " and .006".
FLYWHEEL
T en sion for Tightening F lywh eel Bol ts - 800 t o 825 111. Lbs.